Alternative Fuels

DNV: Fuel flexibility starting with LNG

LNG is not the end game, but it is the starting point to carbon zero. With the IMO GHG reduction targets knocking at our doors, we cannot afford to wait, states Dr. Shahrin Osman.

Published

4 years ago

March 10, 2022

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By Dr. Shahrin Osman, Regional Head of Maritime Advisory, Director of Maritime Decarbonization and Autonomy Centre of Excellence Asia – Pacific at DNV

The growing stringency in environmental regulation has compelled the maritime industry into a major shift in fuels. Regional and national lawmakers are also demanding a faster energy transition attributed to a changing climate of public opinion, affecting both financiers and charterers.

Shipowners today are hence experiencing increasing pressure to reduce their greenhouse gas footprint as part of the decarbonization journey.

Therefore, as an industry, many wonder how we can accelerate the transition to carbon zero fuel. As DNV sets out to answer that question, we strongly believe that fuel flexibility is the key to staying competitive in an uncertain fuel future.

As policy developments and stakeholder’s engagement over the next few decades will drive shipowners to find new solutions, our decarbonization experts have inaugurated a new carbon risk framework in the Maritime Forecast to 2050 report.

The aim is to allow shipowners to assess the technology, fuel, and energy landscape, therefore empowering them to make informed business decisions which keep their carbon emissions below the stipulated level.

This framework also gives a detailed assessment of fuel ready, fuel flexible solutions and evaluates vessel design implications.

“Fuel Ready” is a class notation that offers shipowners the choice to prepare for a later conversion to a myriad of various alternative fuel options, and “Gas fuelled ammonia” for ammonia fuelled vessels, to stay in the lead of shipping’s ever tightening carbon reduction restrictions.

In the report, a decarbonization stairway model was also introduced to show how individual owners can adapt to reduce their carbon emissions.

To enable the transition to carbon zero, LNG has set the precedence for clean-burning natural fuel and is excellent for future viability. With research in LNG as fuel dating back to more than two decades ago, it is therefore certainly in a reliable position as a transition fuel.

Our key finding was that installing a dual-fuel LNG engine is a robust choice today enabling future flexibility. Advantages include:

Cost-effective: a dual-fuel LNG engine can run on cheaper LNG
Compliant: 20% to 25% reduction in tank-to-wake CO2 emissions
Flexible: if correctly designed, it can potentially be used for other fuels

Especially in the deep-sea segment, dual-fuel solutions and alternative fuel “ready” solutions could smooth this transition, by laying the groundwork for a future retrofit.

With a combination of technologies such as adaptable storage tanks, onboard systems, and shore-side fuel infrastructure, this could give the industry more options as new fuels and technologies surface.

Taking a long-term perspective, investing in LNG not only reduces our carbon footprint and allows the reliable consolidation of renewables, but it also facilitates the production of hydrogen-based fuels that are carbon neutral, produced from a carbon capture and utilization process- like LNG.

DNV’s Alternative Fuel Insight (AFI) portal closely monitored the newbuilding trend and at the year-end 2021 approximately one third (based on GT) of all new-build tonnage was ordered with alternative fuels. This included over 240 ships fuelled by LNG, 48 with LPG, 22 with methanol, and 4 with hydrogen.

Our AFI portal also reported nearly 200 vessels with an LNG fuel system were ordered in 2021, making last year a record-breaking one for LNG.

The emergence of bio- and synthetic LNG would allow owners to switch to a low carbon fuel without having to make any additional adjustments on board.

DNV is a long-time advocate of LNG and an early pioneer of its use as a marine fuel, our rules for gas-fueled ships were first issued very early back in in January 2001 – more than 20 years ago.

Since then, we have gained considerable experience, and comprehensive efforts have been put into the development of the regulatory framework for gas-fuelled ships, including the development of the International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code).

So, what is the trend for newbuild ships like over the next few years?

We see an increase in deep-sea LNG-fuelled ships globally, and in batteries for full-electric or part-electric operations in the short-sea segment.

The technical applicability and commercial viability of alternative fuels will, however, vary greatly for different ship types and trades. Deep-sea vessels have fewer choices compared with the short-sea segment.

Deep-sea shipping involves large ocean-going ships that need to store very huge amounts of energy, where the main proportion of energy consumption relates to propulsion of the ship at steady speed over long distances.

Hence, options for the deep-sea trade are still limited to LNG and LPG, or to biofuels which are not yet prevalent and are more costly than LNG and LPG.

LNG is not the end game, but it is the starting point to carbon zero. With the IMO GHG reduction targets knocking at our doors, we cannot afford to wait. The industry must take a proactive stance and ensure that the potential of cleaner fuels is well harnessed.

Source: DNV
Published: 10 March, 2022

Alternative Fuels

MPA and MSC ink MoU to support adoption of alternative bunker fuels

MPA and MSC will explore new routes and services to strengthen connectivity, support the adoption of alternative marine fuels such as bio-LNG, and advance technologies to improve vessel energy efficiency.

Published

15 hours ago

June 4, 2026

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MPA and MSC ink MoU to support adoption of alternative bunker fuels

The Maritime and Port Authority of Singapore (MPA) on Wednesday (3 June) said it signed a Memorandum of Understanding (MoU) with MSC Mediterranean Shipping Company to strengthen collaboration in maritime decarbonisation, digitalisation, innovation, and manpower development.

The MoU was signed on 25 May 2026 by Mr Ang Wee Keong, Chief Executive of MPA, and Mr Soren Toft, Chief Executive Officer of MSC.

The MoU underscores the shared commitment of MPA and MSC to foster a sustainable, digital, and future-ready maritime sector, while enhancing MSC’s operational and business activities in Singapore. This year also marks the 30th anniversary of MSC establishing its Asia Regional Office and local office in Singapore.

Under the MoU, MPA and MSC will explore new routes and services to strengthen connectivity, support the adoption of alternative marine fuels such as bio-LNG, and advance technologies to improve vessel energy efficiency and operational performance.

MPA and MSC will also collaborate on maritime digitalisation initiatives to improve operational efficiency, including streamlining vessel arrivals and port operations.

On manpower development, MSC will support internship and scholarship opportunities through Singapore Maritime Foundation’s Maritime Outreach Network (MaritimeONE) platform, an industry-led tripartite partnership comprising industry, government and institutes of higher learning that aims to raise awareness of the maritime industry and attract quality talent into the maritime sector.

Mr Ang Wee Keong, Chief Executive of MPA, said: “This partnership reflects the strong collaboration between MPA and MSC in driving sustainability and digitalisation in the maritime sector. By working together on decarbonisation, operational efficiency and talent development, we aim to strengthen Maritime Singapore’s position as a trusted and future-ready global maritime hub.”

Mr Soren Toft, Chief Executive Officer of MSC, said: “Singapore is a strategically important hub for MSC and a key gateway to the broader Asia region. As we mark 30 years in Singapore, this MOU reinforces our long-term commitment to strengthening our presence here. MSC and Singapore are closely aligned on the priorities shaping the future of global shipping, and we look forward to deepening this partnership to drive the continued growth and resilience of the maritime industry.”

Photo credit: Maritime and Port Authority of Singapore
Published: 4 June, 2026

Methanol

Seaspan and Hapag-Lloyd complete first of five methanol vessel retrofit

Following “Seaspan Yangtze”, the remaining vessels planned for retrofit under the methanol retrofit programme are “Seaspan Amazon”, “Seaspan Ganges”, “Seaspan Thames”, and “Seaspan Zambezi”.

Published

15 hours ago

June 4, 2026

Admin

Seaspan and Hapag-Lloyd complete first of five methanol vessel retrofit

Seaspan Corporation (Seaspan) and Hapag-Lloyd on Wednesday (3 June) announced the successful completion of the first of the five vessel conversions under their methanol retrofit programme with the delivery of Seaspan Yangtze.

From the early SAVER (Seaspan Action for Vessel Energy Reduction) programme to today’s CleanBlue initiative, Seaspan has committed over USD 230 USD million across 86 vessels, executing more than 550 efficiency and retrofit projects.

Following Seaspan Yangtze, the remaining vessels planned for retrofit under the programme are Seaspan Amazon, Seaspan Ganges, Seaspan Thames, and Seaspan Zambezi. Each retrofit is expected to reduce well-to-wake CO₂e emissions by approximately 30,000 to 50,000 metric tonnes per vessel annually when operating on low-carbon methanol, while also extending vessel lifespan and enhancing fuel flexibility.

“Decarbonisation is not just about building the fleet of tomorrow, it is also about unlocking the full potential of the fleet we have today. Retrofitting and upgrades on existing fleets play a practical, immediate, and economical role in accelerating shipping’s decarbonization journey,” said Bing Chen, Chairman, President and CEO of Seaspan.

“Project SAVER CleanBlue highlights Seaspan’s strong customer partnerships, deep technical expertise, and unique platform integrated with JV partners, such as WattSpan Maritime Technology, in executing complex and large-scale retrofit projects.”

“The successful conversion of the Seaspan Yangtze together with the planned retrofit of its four sister vessels is another important step on our ambitious path towards net-zero fleet operations by 2045,” said Silke Lehmköster, Managing Director, Fleet, Hapag-Lloyd.

“Together with Seaspan, we are demonstrating that retrofitting existing vessels for low-carbon methanol can be a practical way to reduce emissions in shipping.”

Photo credit: Seaspan
Published: 4 June, 2026

Nuclear

South Korean-led nuclear car carrier design secures LR backing

LR is working with HHI, KSOE, Hyundai Glovis, G- Marine Service and KAERI on a joint development project exploring an advanced small modular reactor (SMR) installation on a PCTC.

Published

15 hours ago

June 4, 2026

Admin

South Korean-led nuclear car carrier design secures LR backing

Classification society Lloyd’s Register (LR) on Tuesday (2 June) said it has teamed up with South Korean shipbuilding, marine services and nuclear research organisations to advance the development of a nuclear‑assisted car carrier concept.

LR is working with Hyundai Heavy Industries, Korea Shipbuilding & Offshore Engineering (KSOE), Hyundai Glovis, G- Marine Service and the Korea Atomic Energy Research Institute (KAERI) on a joint development project (JDP) exploring an advanced small modular reactor (SMR) installation on a pure car and truck carrier (PCTC).

The study focused on how a Molten Salt Reactor (MSR) could be physically and operationally integrated into a large vehicle carrier. Work examined the internal arrangement and segregation of the reactor system, shielding requirements, and the impact on cargo deck layout and vehicle capacity, alongside stability and trim implications linked to the reactor’s weight and positioning.

The partners also assessed propulsion system configuration and power delivery, as well as operational flexibility compared with conventionally fuelled PCTCs, where trade routes and port calls can be tightly constrained.

A key focus of the project has been safety. LR led hazard identification (HAZID) and preliminary risk assessment work, focusing on containment, onboard safety systems and potential operability constraints tied to nuclear technology at sea.

The partners will mark the project milestone with an Approval in Principle (AiP) granting ceremony on 2 June at the LR stand during Posidonia 2026.

Sung-Gu Park, President – North East Asia, Lloyd’s Register, said: “While nuclear propulsion is still at an early stage of development, this project shows the importance of building technical understanding now to support future progress.

“Establishing feasibility at concept stage is a valuable step forward, particularly in areas such as cargo optimisation, vessel stability and integrated safety design.”

Hong-Ryeul Ryu, CTO and Senior Executive Vice President at HD HHI, said: “With global environmental regulations becoming increasingly stringent and no definitive net-zero fuel yet available, SMR-powered ships can serve as a highly effective alternative, representing a pioneering next-generation maritime technology capable of complying with GHG emission regulations while allowing lifetime operation without refuelling, and HD HHI will remain at the forefront of sustainable maritime technology development.”

Photo credit: Lloyd’s Register
Published: 4 June, 2026